AGTM airborne surveillance

ABSTRACT

Systems, methods and apparatuses for managing ground transportation in a geographical area are disclosed. A system for managing ground transportation in a geographical area in accordance with the present invention comprises at least one airborne surveillance platform, a graphical information systems (GIS) database, receiving information from the airborne surveillance platform, the GIS database storing data that represents the geographical area, the GIS database including at least one node representing at least one geographical location within the geographic area and at least one arc representing at least one street within the geographic area, and a routing tool, coupled to the GIS database, wherein the dynamic routing tool accepts data from the GIS database and determines a transportation route for at least one vehicle within the geographical area using at least the data from the GIS database and the information from the airborne surveillance platform.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is related to the following co-pending andcommonly-assigned patent applications, which applications areincorporated by reference herein:

U.S. patent application Ser. No. ______, filed on the same dateherewith, by Pauline Joe, Kenneth A. Cobleigh, and William F. Lyons,entitled “DYNAMIC ROUTING TOOL”, Attorney Docket No. 147.150-US-01;

U.S. patent application Ser. No. ______, filed on the same dateherewith, by Steven F. Cuspard, Daniel J. Gadler, Kenneth A Cobleigh,and Pauline Joe, entitled “ADVANCED GROUND TRANSPORTATION MANAGEMENT”,Attorney Docket No. 147.151-US-01;

U.S. patent application Ser. No. ______, filed on the same dateherewith, by Alan E. Bruce, Kenneth A. Cobleigh, and Pauline Joe,entitled “EVACUATION ROUTE PLANNING TOOL”, Attorney Docket No.147.153-US-01;

U.S. patent application Ser. No. ______, filed on the same dateherewith, by Kenneth A. Cobleigh, Pauline Joe, Daniel J. Gadler, andSteven F. Cuspard, entitled “GEO-INFOSPHERE AS APPLIED TO DYNAMICROUTING SYSTEM”, Attorney Docket No. 147.154-US-01; and

U.S. patent application Ser. No. ______, filed on the same dateherewith, by Kenneth A. Cobleigh, Pauline Joe, Daniel J. Gadler, andJames R. Hamilton, entitled “DATA FUSION FOR ADVANCED GROUNDTRANSPORTATION SYSTEM”, Attorney Docket No. 147.155-US-01.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to ground transportationmanagement, and in particular, to a method and apparatus for advancedground transportation management.

2. Background of the Invention

Many state and local agencies use Geographical Information System (GIS)databases to manage, plan, and record geographical information in theirjurisdictions. For example, the placement of roads, sewers, and othermunicipal information that are used for planning and management purposesare kept in GIS databases. However, these GIS databases are used only tomap these geographical data points for realty purposes, e.g., to knowwhere a public road ends and a private road begins, to know where asewer line is for purposes of repair, etc. Each municipality typicallyupdates these databases as repairs are undertaken and completed.

Municipalities also operate safety departments such as police, fire, andparamedic services. These departments are not provided access to the GISdatabases for the associated municipality, and, as such, are unaware ofany changes in the database that may affect their operations or assistin managing the operations they control. For example, paramedics may beunaware that a given street is closed for repairs, and be delayed inresponding to a call because the paramedics en route to an accidentscene tried to use the street that is closed.

Further, current routing systems perform routings based upon staticspeed data. They do not take into account the dynamically changingtraffic situation. At best they merely report a status, and are notintegrated with a GIS system for use in planning purposes. Many mappingdatabases report that there is an accident on a given freeway, but donot determine any time of travel on the road, segment, or intervalcontaining the accident. Further, these routing systems are genericallydetermined based on only one data input, namely, a road closure. Thesesystems do not take into account other factors such as equipment statusor time of travel between two given points on the roads, segments,alleys, etc. that connect these two points. These systems also do notretain data for analysis after events have occurred to root out systemicproblems or determine corrective actions.

The large GIS databases, even if combined with other services and data,do not have the capability to provide information to commercial andconsumer markets for use in managing fleet and personal travelitineraries. Such access would provide lower fuel costs and shortertravel times, as well as better management of fleet resources.

Even if the GIS databases were combined with existing services, thenumber of sensors and other data sources used to augment the GISdatabases do not provide proper coverage to accurately predict ordetermine the optimal route between two points. Even in largemetropolitan areas, the percentage of roads monitored by sensors is asmall fraction of the number of roads that are in service, and, as such,the data available cannot provide an accurate model of real-time trafficconditions.

Emergency management operations, typically deployed during times ofevacuation, do not utilize GIS databases. Some typical reasons forevacuation, including hurricanes threatening an area, wildfires,biological, nuclear, or chemical attacks, have fixed evacuation routes,and use the same evacuation routes for all different types ofemergencies. Emergency operations centers typically do not have accessto the tools necessary to dynamically identify the optimal routes forevacuation. As such, there are typically signs marking predeterminedroadways as “evacuation routes” rather than dynamic determinations ofwhat route may be best at any given time or for any given emergency.More complex incidents, such as wildfires and terrorist attacks, aremore dynamic in nature, and the optimal evacuation plan cannot bepredicted due to uncertainties in how the emergency will unfold prior tothe actual event.

From the foregoing, it can be seen, then, that there is a need in theart for interconnectivity between the GIS databases and other sources ofdata. It can also be seen, then, that there is a need in the art toprovide access to the combined GIS database for management andoperations beyond the municipal schema for use by emergency personnel todetermine evacuation routes. It can also be seen that there is a need inthe art for a method of dynamically determining evacuation routes basedon the imminent or ongoing emergency.

SUMMARY OF THE INVENTION

To minimize the limitations in the prior art, and to minimize otherlimitations that will become apparent upon reading and understanding thepresent specification, the present invention describes systems, methods,and apparatuses for managing ground transportation in a geographicalarea. A system for managing ground transportation in a geographical areain accordance with the present invention comprises at least one airbornesurveillance platform, a graphical information systems (GIS) database,receiving information from the airborne surveillance platform, the GISdatabase storing data that represents the geographical area, the GISdatabase including at least one node representing at least onegeographical location within the geographic area and at least one arcrepresenting at least one street within the geographic area, and arouting tool, coupled to the GIS database, wherein the dynamic routingtool accepts data from the GIS database and determines a transportationroute for at least one vehicle within the geographical area using atleast the data from the GIS database and the information from theairborne surveillance platform.

BRIEF DESCRIPTION OF THE DRAWINGS

Referring now to the drawings in which like reference numbers representcorresponding parts throughout:

FIG. 1A is an exemplary hardware and software environment used toimplement one or more embodiments of the invention;

FIG. 1B provides an overview of the advanced ground traffic managementsystem of the present invention;

FIG. 1C illustrates a concept of operations for an airborne surveillancedata gathering system that provides a data source for the presentinvention;

FIG. 1D illustrates a flow diagram of an exemplary data fusion converterprocess that merges information multiple sources into a coherent picturefor use by the present invention;

FIG. 2 illustrates a nodal approach of an embodiment of the presentinvention;

FIGS. 3A-3E illustrate exemplary graphical user interfaces of thedynamic routing tool provided with the present invention;

FIGS. 4A-4D illustrate exemplary graphical scenarios of the evacuationroute planning tool provided,with the present invention;

FIG. 5 illustrates a flow diagram of an exemplary process performed bythe evacuation route planning tool; and

FIGS. 6A-6C illustrate a typical evacuation flow planning using thepresent invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

In the following description, reference is made to the accompanyingdrawings which form a part hereof, and which is shown, by way ofillustration, several embodiments of the present invention. It is to beunderstood that other embodiments may be utilized and structural changesmay be made without departing from the scope of the present invention.

Overview

Most state and local agencies use GIS to manage, plan, and recordgeographical information in their respective jurisdictions. However,these agencies use GIS solely as a mapping tool, rather than using thedata in a dynamic manner for routing of vehicles.

Emergency vehicles, commuters, and business fleet management servicesall can use GIS databases in a dynamic fashion to optimize routes forcertain vehicles or for certain situations. For example, and not by wayof limitation, if an emergency situation arises, such as the breakout ofa large-scale fire, the GIS database can be used to determine the bestevacuation routes for the areas where the fire is. Further, thedatabases can be combined with other information such as wind direction,fire direction and speed of travel, etc. to dynamically determine thebest evacuation direction as well as the best routes to take for a givenemergency. As roads become placed into service or modified for theevacuation, the system of the present invention can re-route traffic toother roads as these new roads become more time efficient than theoriginal routes.

Depending on the evacuation needed, the system of the present inventionallows for different parameters to be entered and taken into account, aswell as which area needs to be evacuated. For example, and not by way oflimitation, if the emergency is a fire, the system of the presentinvention needs information on which way the fire is traveling, andwhich way the firefighters are going to be fighting the fire, so thatevacuation routes can be properly determined to evacuate the area assoon as possible while not interfering with the firefighting effort.

Similarly, for a chemical or biological attack, the system of thepresent invention needs information on which way the wind is blowing sothat a proper evacuation area and safe area may be determined, and for ahurricane evacuation, the system of the present invention needsinformation on the most likely landfall area, whether it is more likelythat the hurricane will travel north, south, east, or west of that pointgiven historical weather patterns, and which direction will thehurricane travel once it makes landfall, so that proper safe areas canbe established. These additional disaster-specific data points areplaced into the system of the present invention to assist emergencymanagement operations in evacuating people from certain areas in themost time-efficient manner, as well as making it easier for emergencyresponse personnel to contend with the emergency at hand.

Environment

FIG. 1A is an exemplary hardware and software environment used toimplement one or more embodiments of the invention. Embodiments of theinvention are typically implemented using a computer 100, whichgenerally includes, inter alia, a display device 102, data storagedevices 104, cursor control devices 106, and other devices. Thoseskilled in the art will recognize that any combination of the abovecomponents, or any number of different components, peripherals, andother devices, may be used with the computer 100.

One or more embodiments of the invention are implemented by acomputer-implemented Geographical Information System (GIS) program 108,wherein the GIS program 108 is represented by a window displayed on thedisplay device 102. In one or more embodiments of the invention, the GISprogram 108 uses ARCINFO and NETWORK ANALYZER, available from ESRI, Inc.Other Commercial Off-the-Shelf (COTS) software packages can be used ifdesired without departing from the scope of the present invention.

Generally, the GIS program 108 comprises logic and/or data embodied inor readable from a device, media, carrier, or signal, e.g., one or morefixed and/or removable data storage devices 104 connected directly orindirectly to the computer 100, one or more remote devices coupled tothe computer 100 via a data communications device, etc. Further, the GISprogram 108 may utilize a database 110 such as a spatial database.

Computer 100 may also be connected to other computers 100 (e.g., aclient or server computer) via network 112 comprising the Internet, LANs(local area network), WANs (wide area network), or the like. Further,database 110 may be integrated within computer 100 or may be locatedacross network 112 on another computer 100 or accessible device.

Those skilled in the art will recognize that the exemplary systemillustrated in FIG. 1A is not intended to limit the present invention.Indeed, those skilled in the art will recognize that other alternativesystems may be used without departing from the scope of the presentinvention. Accordingly, FIG. 1A illustrates an integrated AGTM system114 that combines the traditional capabilities of GIS tools with otherdata entries and data properties for use in situational ground trafficrouting.

System Overview

FIG. 1B provides a functional diagram of a non-limiting exemplary theadvanced ground traffic management system of the present invention. Theexemplary AGTM system 114 includes a dynamic routing tool 116,evacuation route planning tool 118, data fusion converter 120, and ageo-infosphere 122. System 114 accepts input from other informationsources, such as but not limited to traffic signals, weather, cameras,road network, external sensors, data from an airborne surveillance datagathering system 124, imported databases, etc. that may be provided in adifferent format than used by the present invention. These datasets areinput to the data fusion converter 120 and stored by the geo-infosphere122. The AGTM system 114 also provides links to and from customers andemergency personnel.

The AGTM system 114 of the present invention allows for the collectionand management of various data types into a GIS database, such that allof the data can be used to determine optimal traffic flow for a givengeographical area at a given time under current and predictedcircumstances. The basic GIS data is augmented with various user inputs,or replaced on a temporary or permanent basis with new data supplied byexternal sources. Such sources may be providing data in differentformats to the geo-infosphere 122; as such, the data fusion converter120 converts the data received into a format that can be stored in thegeo-infosphere 122, and updates data within the geo-infosphere 122 asneeded. Such real-time or near-real time data can then be utilized bythe dynamic routing tool 116 and evacuation route planning tool 118, tooptimally compute traffic routes. Data from the airborne surveillancedata gathering system 124 can optionally be added to the geo-infosphere122 via the data fusion converter 120 if such data is available.

In one embodiment of the present invention, such routes may be computedby the AGTM system 114 in response to a request by customers, either viaa wireless request using a cellular telephone system or equivalentcommunications system, e.g., personal communications system (PCS), etc.,or a wired system, e.g., telephone system request via internet or othertelephone equipment.

In one aspect of the invention, other links that can access the AGTMsystem 114 may be dedicated to emergency personnel for priority accessto the AGTM system 114. Emergency personnel may be determining routesfor evacuation, or the best route to respond to an impending or ongoingemergency, and, as such, may need priority handling by the AGTM system114. These access points, again, can be of a hard-wired or wirelessnature.

Within the AGTM system 114, data is converted by data fusion converter120 as required and stored in the geo-infosphere 122. This data isselectively transferred to and from evacuation route planning tool 118and dynamic routing tool 116 so that tools 116 and 118 can calculateoptimal routes for given situations. Additional data from airbornesurveillance data gathering system 124 can optionally be added to thegeo-infosphere 122 and converted by the data fusion converter 120 ifsuch data is available.

As routes are calculated or re-calculated by tools 116 and 118, therouting information is passed from the geo-infosphere 122 to customersand emergency personnel. Billing and archival information related to thecalculation of the route are maintained. For example, and not by way oflimitation, geo-infosphere 122 may keep track of specific customerroutes for retrieval for that given customer, or may use thosedetermined routes for other customers within a given time period or ifno new data has been stored in the database.

Airborne Surveillance Inputs

FIG. 1C illustrates an airborne surveillance data gathering system 124in accordance with the present invention.

The aircraft data are derived from an aircraft that providesphotographic or radiometric data to the AGTM system 114. Aircraft 130 istypically a High Altitude Long Endurance (HALE) aircraft, which isusually unmanned, but can be a manned aircraft if desired. Aircraft 130uses photographic or radiometric techniques, e.g., millimeter wavepassive phased array technology, radar, photographic data, etc., toacquire data 125 from a given geographic area. This data is then relayedby airborne surveillance 130 via a downlink 127 to a ground controlstation 129, where the data can be processed or relayed to the AGTMsystem 114.

Aircraft 130 can fly in a specified flight path 131, or, can fly over aspecific geographic area. Further, more than one aircraft 130 can beflown in a similar or different flight path 131 to provide desired data125 coverage of a given geographic area. Changes in the flight paths 131can be made based on traffic conditions, emergency situations, aircraft130 equipment being out of service for repairs, or other situations asdesired.

Data 125 can be acquired by using passive millimeter wave radiometricimaging cameras. Such cameras provide capabilities to electronicallyrecord traffic patterns by sensing different energy emissions fromvehicles versus a static background. Passive millimeter wave cameraequipment can provide a resolution of ten feet with a fifty footaperture, which is possible using a sparse phased array detector scheme.Such data can be acquired by HALE aircraft 130, since HALE aircraft 130typically has a large wingspan for deployment of the passive array.

HALE aircraft 130 can be flown above the typical altitudes of commercialaircraft, and thus would not interfere with operations of airports inmetropolitan areas. Further, even if HALE aircraft 130 equipment wereflying at commercial aircraft cruising altitudes, commercial aircraftare typically landing or taking off near metropolitan areas, and thuswould not typically be at cruising altitudes near metropolitan areas.

Typically, aircraft 130 would be flown in a racetrack or approximatelyoval orbit 131 over the area of interest. To maintain the real-time orenear-real-time data acquisition for AGTM system 114, the aircraft 130must reacquire data from the same geographical area on a periodic basis.This requires that each aircraft 130 overfly the same area every period,or multiple aircraft 130 fly in a pattern, with one aircraft 130trailing the other, such that the trailing aircraft 130 acquires thedata later in time and sends the update to ground control 129.

Ground control 129 not only receives the data from aircraft 130 viacommunications link 127, ground control 129 also can control theunmanned airborne surveillance 130 units via uplinked commands toaircraft 130. The ground control 129 collects, collates, and processesimages from the aircraft 124 to create a near-real-time picture oftraffic density and speeds on the various roadways in a geographicregion. Such data can be forwarded to system 114 for use by data fusionconverter 120 as described below.

The ground control 129 typically operates on Ku or Ka band communicationlinks 127, such that large imagery files can be transferred at highspeeds. The ground control 129 correlates collected images with digitalstreet maps to process the imagery data 125, and can focus on roadwaysof interest if desired. Target recognition software can be used toidentify specific vehicles on the roadway, as well as providing markersto align imagery data 125 from various different aircraft 130 units.Ground control 129 can then use conventional cellular or other telephonenetworks, or have a dedicated network, to transmit the processed data tousers or the AGTM system 114 as desired.

Data Fusion

The data fusion converter 120 integrates traffic data derived fromdiverse sources into a single format for storage in the geo-infosphere122. Further, data fusion converter 120 processes the various trafficdata to determine real-time speeds on the various roads within ageographic region.

Traffic flow information is derived from multiple sensor and human inputdata sources. The data fusion converter 120 processes the input datafrom the various inputs into a format that is compatible with and storedin the geo-infosphere 122 database, and then performs calculations toassociate and correlate the data from the multiple data sources with thetraffic data flow and traffic volume information to derive real-timeroad impedances for the various roads in a geographic region. The roadimpedances, e.g., time of travel, speed limit, etc., are used todetermine the fastest route between two points within the geographicregion. Previous systems typically use only one source of data, or usestatic speed limits to determine the time of travel between two points.The present invention uses multiple data sources along with real-timeupdates to these sources to accurately model the transportation systemin a given region.

Individual inputs to the data fusion converter 120 include data fromairborne surveillance data gathering system 124, data from inductiveloop or other external roadway sensors, traffic camera data, localizedweather data, traffic signal data, reports that are entered by police orother government personnel, data from GPS-equipped vehicles, historicalstatistics, etc.

Data Fusion Converter Inputs

FIG. 1D illustrates the flow diagram of data fusion converter used inconjunction with the present invention.

The data fusion converter 120 comprises data formatter engine 126 andimpedance calculation engine 128. The data fusion converter 120 receivesdata input from various sources, e.g., airborne surveillance, in-groundsensors, camera data, vehicle data, traffic signals, call-in data,historical data, etc., and formats this data into a consistent formatthat can be stored in the geo-infosphere 122.

This data may have specific geolocation information associated with it,e.g., the sensor that is located at a specific spot on a given freewayhas a known geolocation, and, as such, when data arrives from specificsources, the geolocation of that source does not have to be determinedby data fusion converter 120. However, other data may arrive at datafusion converter 120 that does not have a known geolocation associatedwith that data source, or has a variable geolocation associated withthat data source. For example, and not by way of limitation, call-indata may be given with a street address that needs to be converted tolongitude and latitude coordinates, or airborne surveillance data mayarrive from a source that is circling in a known path, but the dataitself is from a different geolocation than the aircraft. As such, dataformatter 126 must convert the positional tags for some of the datainputs to a common format, typically longitude and latitude, such thatthe AGTM system 114 can use the data.

Similarly, the data may have timestamps or other time tags which arefrom different time bases or time measuring devices that are offset fromone another. The data formatter 126 resolves the time differences priorto passing data along to impedance calculation engine 128 orgeo-infosphere 122. The data formatter 126 may also be required topre-process data to place the data in proper format for use by engine128 or geo-infosphere 122, e.g., cluster data must be processed todetermine location and speed, etc.

Once data formatter 126 performs the required processing and formattingfor the input data, data formatter 126 typically passes that data alongto impedance calculation engine 128. Once impedance calculation engine128 has completed the impedance calculation for the given input data,the impedance data is stored in geo-infosphere 122.

Alternatively, some data from data formatter 126 may be entered directlyinto geo-infosphere 122 without an impedance calculation being entered.For example, and not by way of limitation, historical data may be inputto data formatter 126 which does not affect the current impedance of theroadway system in a given location, and, as such, does not need to berouted through impedance calculation engine 128, and can be routeddirectly to the geo-infosphere 122.

The impedance calculation engine 128 uses the data from data formatter126 to determine the impedance on a given road. Impedance is assigned toeach roadway to provide the AGTM system 114 a way to determine whichroad to use between two points. A roadway that has several lanes oftraffic typically has a lower impedance than a single lane road, and,thus, would typically be desirable when selecting a route between twopoints connected by these two roads. However, if there is an accident onthe larger road, the impedance of that roadway would be changed, anddepending on the amount that the accident changes the impedance, therouting tools 116 and 118 may choose a different roadway. The impedancecalculation engine 128, in essence, converts the input data receivedfrom the data formatter 126 and determines how that affects the trafficflow on the roadways.

Such calculations can be done in several ways. The calculations can beexponentially based, measured by other sensors and fed into the routingtools 116 and 118, based on historical data, or any combination of theseor other techniques. The present invention is not limited by the methodor approach to calculate of road impedances.

Other Data Fusion Functions

The data fusion converter 120 also creates and interprets clusterinformation, e.g., groups of vehicles traveling in the same direction,as well as tracking individual vehicle data. The cluster information istypically derived, for example, through the use of camera data, wherepictures of groups of cars traveling along a certain stretch of road aretaken at a known period, and the distance the cars have traveled ismeasured, giving an average speed for the roadway. Statistical andinferential methods, such as Bayesian networks, Dempster-Shaeffernetworks, adaptive neural networks, or other statistical methods can beapplied to the data to derive an average speed, or impedance, for theroadway.

Further, extrapolation techniques and feedback techniques can be used bythe data fusion converter 120 to verify the accuracy of the predictionas well as to provide real-time data points. For example, and not by wayof limitation, a Kalman filter can be used to predict a time of travelfor a given stretch of roadway, and real-time data derived from aGPS-equipped vehicle can be used to verify and correct the predictedtravel time. Other data sources, such as information derived fromtaxicabs, emergency personnel, trucking fleets, or other roadway users,can also be entered into the data fusion converter 120 for predictive,corrective, or computative use.

Data Fusion Converter Outputs

The data fusion converter 120 outputs consistently formatted data to thegeo-infosphere 122. Further, the data fusion converter 120 outputs roadimpedances that have been calculated based on input data and other datain the geo-infosphere 122, via the impedance calculation engine 128

Data may be transferred to the data formatter 126 and impedancecalculation engine 128 from geo-infosphere 122 as well. Such transfermay be performed to update or revise data already stored in thegeo-infosphere 122, or to update or revise impedances on a real timebasis. This may be done without input from outside of the data fusionconverter 120, e.g., the data fusion converter 120 may be programmed toupdate impedances based on time of day, and the rush hour traffic hasstarted.

Further, the data fusion converter 120 may receive inputs from emergencypersonnel to generate a route for use solely by emergency services toattend to an emergency, e.g., an ambulance route. These inputs mayprovide road impedance updates in real-time, as well as providing abetter model of the traffic flow in both a macro and micro sense for agiven geographic area.

Geo-Infosphere

In one embodiment of the present invention, the geo-infosphere 122 is aninteractive communications system which stores traffic data from varioussensors into a GIS database, requests the transformation of the sensordata into useable traffic impedances for each road segment (arc), storesand manages incident reports and road blockages, receives, cues, andstores calls from customers, handles billing, tallies customer usage,and cues and sends routing information to customers.

Geo-Infosphere Usage

AGTM system 114 typically supports different layers of data that areoverlaid upon each other to create a given map. For example, and not byway of limitation, GIS generated maps may have several layers, one withthe land coordinates, another with roads, another with street lights,and yet another layer with buildings. The present invention uses theselayers in different formats to assist in the routing of vehicles, e.g.,a basic county map is typically drawn with the land, water, and islandsas separate layers within the AGTM system 114. Then the roads are drawnon a different layer, which contains arcs and nodes associated withthose roads. Freeways and other major throughways can be drawn indifferent colors on the same layer, or can be drawn in different colorson different layers if desired. For example, and not by way oflimitation, freeways can be drawn in red, while highways can be drawn inblue and local streets in black.

As road conditions change, the condition or incidents associated withthe road closure is entered into the database such that the AGTM system114 of the present invention can use that real-time information tocalculate optimal routes. Incidents comprise accidents, fires, downedpower lines, road closures, road construction, etc. that can be enteredinto the database by address, street, or by GPS latitude/longitudecoordinates.

Some of these incidents may be of a temporal nature, e.g., rush hourtraffic. Between certain hours, additional cars may be present on agiven thoroughfare, and, as such, the speed limit which may beobtainable at off-peak hours is not attainable during rush hour. Thesystem of the present invention can be programmed globally or individualstreets can be programmed to accept variable speed numbers, either on aperiodic or real-time basis, such that the system of the presentinvention can calculate a true optimal route.

However, some routes may also have intermittent difficulties orincidents associated with them, which need to be taken into account whendetermining how that specific route should be used in any givensituation. For example, and not by way of limitation, if an incidentoccurs during a storm in which power lines have been downed acrossroads, the emergency response personnel and AGTM system 114 of thepresent invention can take this into account when selecting anevacuation route and also to determine a responding party so that thegiven road can be used for response personnel or for evacuees once theincident is repaired. Downed power lines would be reported by the policeto the dispatcher at the emergency operations center, who would place abarrier into the geo-infosphere 122 at the appropriate location. TheAGTM system 114 would then not use this road when determining a routefor traffic or emergency response teams until the incident is clearedfrom the database. The AGTM system 114 can be designed to query thedispatcher or a centralized database manager at periodic times todetermine whether or not the incident has been resolved, to ensure thatincidents are promptly removed from the database and to ensure that allavailable roads are used in determining traffic and evacuation routes.

As new data is entered into the geo-infosphere, the AGTM system 114calculates new traffic and/or evacuation routes. So, data entered mayaffect the routing of traffic and evacuees, however, it may not. Thechange in flow or cost associated with each data point is determined bythe AGTM system 114 and calculates the evacuation route, or responseroute, based on the data and the Max Flow/Min Cost approach.

When new routes are created by AGTM system 114, these routes can be sentto emergency response personnel and to local radio stations and othermedia outlets for disbursement to the public in an emergency situation,or sent to customers via wireless or hard-wired links for updating theirtravel itineraries. Such new routes can be sent directly to cellularphones and Personal Data Assistant (PDA) devices, or automobile-mountedGPS units with updating capabilities (via cellular or other wirelessservices) that can then display the new route to such users. An alertcan be used and sounded or flashed on the mobile device to notifydrivers of the newly calculated route. The system can also take intoaccount positions of vehicles receiving such new routes so that onlythose needing a new route receive such a route. This can be done byMobile Identification Number/Electronic Serial Number (MIN/ESN) combinedwith GPS location of the MIN/ESN, or other techniques.

The GIS database stores raw traffic data from various places in a formatthat can be used by the dynamic routing tool 116 and evacuation routeplanning tool 118. The data is derived from traffic sensors embedded inroadways, other databases such as traffic report logs obtained from lawenforcement, airborne surveillance sensors, camera data, radar, andother various data sources, and stores them in a format that can be usedby the routing tools 116 and 118.

The geo-infosphere 122 also receives requests for data from customersand emergency personnel, and stores and cues these requests in the GISdatabase for entry into the routing tools 116 and 118. Further, forentities that are charged a fee for access to the GIS database and/orrouting tools 116 and 118, the geo-infosphere 122 coordinates thebilling charges and tallies customer usage associated with each accessor service performed by the AGTM system 114.

For fleet management customers, the geo-infosphere 122 can track andstore fleet assets, e.g., trucks, rail cars, etc., and determine theirusage so that fleet management services can be optimized, and storage oftracking data in GIS database. For example, and not by way oflimitation, Global Positioning System (GPS) receivers can be mounted onfleet assets, and the geolocation of such assets can be tracked viawireless transmission of position of these assets over a period of time.The asset can then be tracked over this period of time to see where ithas been used, and for how much of the period the asset was in service.If a nationwide company has several thousand trucks that aretransporting goods within the continental United States, thegeo-infosphere 122 can manage the fleet such that additional trucks areplaced in areas of high usage, and removed from areas of low usage,based on historical data or real-time data and placed in the GISdatabase.

Dynamic Routing Tool

FIG. 2 illustrates a nodal approach of an embodiment of the presentinvention. Network structures are typically depicted using nodes andarcs. Arcs are connected sets of line segments, with nodes at theendpoints. In one aspect of the invention, each intersection or placerepresents a node, and each street is assigned an arc. In anotheraspect, each arc can represent more than one street or road, and eachnode can represent more than one intersection, e.g. the nodes canrepresent neighborhoods or towns, and the arcs can represent all of theroads or streets interconnecting those towns. Nodes and arcs are used todetermine distances between points.

A node and arc structure defining a network 200 is illustrated by FIG.2. In one embodiment of the present invention, the network 200 iscreated based on the geographic information associated with a givengeographic area, and, as such, can be overlaid on a map or graphicallydisplayed to a user of system 114 on display device 102 as a map of thearea. The system 114 of the present invention, however, is not limitedto any geographical area, map, or display technique; users couldassociate names with the nodes 202 and 204, assign numbers to the nodes202 and 204, or use any other type of designation that is pertinent tothe specific geographic area or planned use for network 200. Forexample, and not by way of limitation, one user may prefer to use placenames for a given node 202, whereas another user may want to use afreeway number or street address associated with node 202. Suchassignments or display techniques are not limiting on the presentinvention, and merely serve to expand the applications of the presentinvention.

In one embodiment of the present invention, the dynamic routing tool 116generates an optimum route for either shortest distance or fastest time.Qualities associated with each arc and node within network 200 influencethe outcome of the optimization routine. For example, beginning at node202, if travel to node 204 is desired, a direct route through node 206using arcs 208 and 210 may be the best route for shortest distance usingdistance is a factor. However if shortest time is desired, then otherattributes are considered. Arcs 212 and 214 which are associated withfreeway speeds may be a better route than arc 210 which is limited tolocal road speeds.

The minimum cost algorithm, also known as “Min Cost,” determines thefastest route between two points, by using an impedance factor assignedto each node. The impedance factor for any given arc can be the lengthof the road, in which case the shortest route would be calculated. Theimpedance factor can also be the time it takes to traverse a givenstretch of road represented by an arc, which is typically based on thespeed limit of that section of road associated with the arc, but can beadjusted to include other factors such as time of day, accidents, orother factors that affect the time it takes to traverse a given stretchof road. In such cases, the fastest, but not necessarily the shortest,route will be calculated. Roads with higher speed limits typically havelower impedances, and, as such, the highest speed limit route typicallywill have the lowest travel time between two points, but this is notalways necessarily so. To determine a minimum cost path within thepresent invention, Dijkstra algorithms are used to compare costsassociated with each arc.

FIGS. 3A-3E illustrate graphical representations of the presentinvention for the dynamic routing tool 116.

FIG. 3A illustrates screen 400 that is displayed on display device 102.Screen 400 shows start point 402 and end point 404, and a second screen406 showing individual details of route 408. A user can enter startpoint 402 and end point 404 into the dynamic routing too 116, with acommand to determine the shortest route between start point 402 and endpoint 408, and the dynamic routing too 116 will calculate the route 408,with window 406 showing the individual turns and directions whichcomprise route 408.

FIG. 3B illustrates that the screen 400 can illustrate not only ashortest route 408, but an alternate route 410, which is faster thanroute 408. Route 410 is determined by using road impedances, which arecalculated using road sensors, airborne surveillance 124, and otherreal-time or near-real-time measurement techniques, so that users canchoose the optimal route to travel between start point 402 and end point404. Directions are again shown in window 406 for the fastest route 410.

FIG. 3C illustrates that when a barrier 412, such as a road blockage, isreported or otherwise discovered to be along route 410, that barrier 412is reported to the dynamic routing tool 116, which then recalculatesroute 408. The road impedances that are affected by barrier 412 arereported such that any other calculated routes may also be properlydetermined.

Incident 414 can be placed into the dynamic routing tool 116 usingdifferent icons for different types of barriers such as that shown onthe help menu 416. Each type of incident 414 that is being responded toby emergency personnel can have a different icon to represent the typeof threat or response that is required. Selection of different icons cantrigger different sub programs within the dynamic routing tool 116,e.g., selection of a biological or chemical threat can trigger use ofweather data to determine safe areas and evacuation areas, etc. Manydifferent icons can be used to graphically illustrate different types ofemergencies or incidents, e.g., chemical attacks, biological attacks,radiological attacks, bomb threats, urban fires, wild fires, medicalemergencies, robberies, terrorist attacks, tsunami warnings, vehicleaccidents, etc.

FIG. 3D illustrates the new route 418 (indicated by the dash line)determined by the dynamic routing tool 116. The route is calculatedbased on the current location of the emergency vehicle, the location ofthe barrier 412 and the location of the incident 414. The presentinvention uses additional inputs to assist in the route determination.For example, and not by way of limitation, emergency vehicles and otherautomobiles are equipped with Global Positioning System (GPS) receiversthat determine the geolocation of that vehicle. Such GPS data can beused to determine speed and direction of that vehicle. When that vehicleis on a road, the true, real-time attainable speed on that road can bedetermined, rather than using a static posted speed limit to determinethe impedance of that road. At times, the speed of the vehicle will behigher than the posted speed limit; at other times, the speed of thevehicle will be lower. This data can be placed into the database androutes can be determined based on the actual speeds attainable on theroadways rather than posted speed limits. Such data will change theimpedance of a given road, which will allow the dynamic routing tool 116of the present invention to calculate optimal routes given real-timedata. Historical data, airborne collected data, data from GPS or otherpassive or active sensors can also be used to more accurately model theroadways.

Another embodiment of the present invention is in determining themaximum coverage for a fixed location as illustrated in FIG. 3E. Forexample, and not by way of limitation, in screen 420 one of the nodesmay be a fire station 426. The dynamic routing tool 116 of the presentinvention may be queried by a user to determine all points within thearea that are within a given time or distance from the fire station 426.In this example two possible solutions are displayed. The broad lines422 emanating from the fire station 426 represent an area that can beserviced within 5 minutes; the dotted lines 424 emanating from the firestation 426 represent an area that can be serviced within 3 minutes.This information can be used to determine approximate response times forthe fire station 426, and can assist emergency management personnel inresponding to a given emergency.

Evacuation Route Planning Tool

In one embodiment of the present invention, the evacuation routeplanning tool 118 determines optimum routes between evacuation areascontaining multiple nodes and safe areas which also are made up ofmultiple nodes.

FIGS. 4A-4D illustrate graphical representations of the presentinvention for the evacuation route planning tool 118.

For example, FIG. 4A presents a scenario in which a dirty bomb has beenactivated in area 600. Based on size of the explosive and the wind speedand direction, a risk area 602 and a safe area 604 are identified by theoperator. The evacuation route planning tool 118 then determines theoptimum routes 606 and the number of lanes available during the routesfor evacuating from the risk area to the safe area. This is illustratedin FIG. 4B. A help file 608 provides a color coding for the number oflanes available for a given segment.

In the second scenario, the area 610 defines a potential flood area 612as shown in FIG. 4C. Potential schools that can be used as safe havensfor flood victims are represented by circles 614. The amount of timeallowed for evacuation and the number of vehicles residing in theflooded area is selected by the user. The evacuation route planning tool118 then calculates which safe areas 616 are achievable and the optimumroutes 618 from the flooded area 612 as illustrated in FIG. 4D. A colorcoded legend 620 is provided indicating how fully occupied the roadsegment is during the evacuation.

FIG. 5 illustrates a non-limiting, exemplary process performed by theevacuation route planning tool 118. At box 500 an evacuation area withinthe geographic area is identified. An evacuation area contains at leastone node. Examples of events resulting in evacuation include large-scaleurban fires, wildfires, weapons of mass destruction (chemical clouds,biological, nuclear), tsunamis, hurricanes, etc. At box 502 a safe areawithin a geographic area is determined. A safe area consists of an areaoutside the evacuated area. A safe area contains at least one node.

At box 506 the maximum amount of traffic flow between the evacuationarea and the safe area is evaluated. The maximum flow algorithm, alsoknown as “Max Flow,” developed by Ford & Fulkerson is used to determinethe maximum amount of traffic flow that can move from one area toanother, or evacuate any given area. Flow is typically determined by thenumber of lanes of traffic, however, as seen above, can be modifiedbased on other events, such as accidents, road closures, or roadconstruction. The number of lanes each road can accommodate is assignedto each arc. In the network 200, for example, arc 208 may be a freewaywith three lanes of traffic in each direction, and arc 210 may be a citystreet with one lane of traffic in each direction. If the AGTM system114 of the present invention is given a command to minimize the distancebetween node 202 and node 204 and then calculate a route to take, theroute would most likely be to take arcs 208 and 210 in accordance withthe Min Cost algorithm.

However, if arc 212 is a freeway with three lanes of traffic in eachdirection, and arc 214 is also a freeway with three lanes of traffic ineach direction, and the AGTM system 114 of the present invention isgiven a command to maximize the flow between node 202 and node 204, themost likely result is that the AGTM system 114 would select a route thatuses arc 208, arc 212, and arc 214, traveling through an additional node216. Even though this route may be longer in terms of distance, it wouldallow the maximum flow between node 202 and node 204. Other data may begiven to the evacuation route planning tool 118 of the presentinvention, such as road closures, hour of the day to determine rush hourtraffic, current traffic conditions on specific arcs within network 200,fire danger, topology for use in flood evacuations, etc., which mayallow the evacuation route planning tool 118 may select a differentroute to satisfy the conditions given. For example, and not by way oflimitation, even though the maximum theoretical flow would be to takethe freeway from node 202 to node 204, i.e., use arcs 208, 212, and 214,it may be during rush hour, and the freeway is at a standstill. Thus,staying on the freeway for as small amount of time as possible wouldincrease the flow between node 202 and node 204, and thus, the AGTMsystem 114 of the present invention would take that situation intoaccount when planning a route between nodes 202 and 204.

At box 508 routes from the evacuation area to the safe area are furtherevaluated such that the time to get to the safe zone is minimized. Roadimpedance is used as a factor for cost. At least one evacuation routebetween the evacuation area and the safe area is computed. Theevacuation route dynamically computed will contain at least one arc.

In a dynamic situation, the focus on only Max Flow or Min Cost is notenough to ensure that the optimal path is selected. As such, the presentinvention uses a combination of Max Flow/Min Cost, and then optimizesthat solution even further based on the data in the database.

Further, the present invention uses real-time data acquisition toaugment the Max Flow/Min Cost algorithms to include current conditionsinto the Max Flow/Min Cost calculations. Further, with an emergencysituation, the present invention can calculate different routes fordifferent evacuees, because if all evacuees are directed to travel alongthe same roads, the flow on the selected roads may be reduced. As such,as flow on roads are determined during an emergency evacuationsituation, evacuees can be redirected to use other roads to maximize theflow from a given area, rather than focusing on the flow from a givennode or flow along a given arc within the system 200.

A typical evacuation flow planning using the present invention isfurther illustrated in FIGS. 6A-6C.

FIG. 6A illustrates network 200 that has an emergency situation whereevacuation area 300 and safe area 302 have been defined by the AGTMsystem 114. The evacuation route planning tool 118 of the presentinvention now must determine the optimal evacuation routes for each ofthe nodes 304, 306, 308, and 310.

FIG. 6B illustrates the flow from the evacuation area to the safe areainitially determined by the present invention.

Initially, the Max Flow algorithm is used to determine the maximumamount of traffic flow that can evacuate a given area. As such, onceevacuation area 300 and safe area 302 are determined and overlaid uponthe network 200 topology, the program 108 of the present inventiondetermines how many lanes of traffic can flow between evacuation area300 and safe area 302. The Max Flow algorithm determines the bottlenecksin network 200 that limit the traffic flow. Such bottlenecks aretypically caused by rivers, lakes, mountains, steep terrain, railroads,limited access, or other geographical or road-specific flowrestrictions. For example, and not by way of limitations there are onlythree roads of flow between the evacuation area 300 and the safe area302, represented by arcs 312, 314, and 316. Bottlenecks can occuranywhere within network 200, and are not always located at minimalpoints of entry to a given node.

For example, and not by way of limitation, although there may be severalarcs entering and/or leaving a given node, the arcs may all representsingle lane streets or roads. Another node in network 200 may only havetwo arcs attached to it, but those arcs may represent multi-lanefreeways. Although it would appear that the node with only two arcswould be the limiting factor for flow or cost analysis in such a network200, it may be that the node with several arcs ends up being thelimiting factor, because the flow or cost associated with those arcs,even when combined, are not as efficient as the two arcs attached to theother node.

Node 304 is routed to safe area 302 by arcs 318, 320, and 312. Thisroute is likely not only the shortest route between node 304 and safearea 302, but the one that maximizes flow and minimizes time, and,further, minimizes time in the evacuation zone 300.

Node 308, in a similar fashion, is routed to safe area 302 by astraightforward route along arcs 322, 324, 326, and 316.

Nodes 306 and 310, however, are routed very differently than nodes 304and 308. Node 310 is first routed to node 306, which is back into theevacuation zone, along arc 328. Both nodes are then routed togetheralong arcs 330, 332, 334, 336, 338, 340, 342, and 314 into safe zone302. Although this maybe the maximum flow and/or minimum cost betweennodes 306 and 310 to safe zone 302, such a route may not take intoaccount other factors, such as the evacuation zone 300 or the seeminglyhaphazard routing of traffic from nodes 306 and 310. As such, thepresent invention adds an additional logical step to determine a moreeffective evacuation route from evacuation zone 300 based on theemergency represented by evacuation zone 300 and other factors.

Such an approach, using the Max Flow algorithm initially to determinethe bottlenecks and then applying the Min Cost algorithm, the presentinvention optimizes the routing of the flow from evacuation area 300 tosafe area 302. The present invention applies these algorithms to aspecialized database that has information which helps to optimize thesafe evacuation in a minimum time for a given emergency, rather thanmerely looking at traffic flow and road impedances.

For example, and not by way of limitation, it would not be safe to havethe evacuees from node 310 to travel to node 306 if the emergency is awildfire, and node 306 was near the center of the fire, but it may besafe if node 310 is in a valley, node 306 is on higher ground, and theemergency is a flood warning. The present invention not only takes intoaccount Max Flow and Min Cost, but also takes these additional itemsinto account when determining a route for each node 304-310.

Further, the present invention can take into account routes that will beused by emergency response personnel, and prevent evacuees from usingthose roads to keep these roads free for rapid response by emergencypersonnel. Prevention in that regard is done by placing a block orincident on the road desired for emergency response personnel, andforcing the system of the present invention to create a route forevacuees that does not use that road.

The present invention can also be connected to traffic signals, freewaycontrol signals, and other traffic control devices to assist in the flowalong specific routes. For example, and not by way of limitation, thepresent invention can disable a left turn arrow, or change the timing ofa traffic signal, to allow flow in a certain direction or prevent flowin another direction. The additional flow in a certain direction wouldassist with the flow of evacuees, whereas emergency personnel may wantto reserve certain roads for use solely by emergency personnel.

The evacuation route planning tool 118 of the present invention furthertakes into account several factors, including population, number ofexpected vehicles leaving evacuation area 300, flow rates of the variousroads between evacuation area 300 and safe area 302, etc., and generatesroutes between evacuation area 300 and safe area 302. More than one safearea 302 may be determined by program 108 and system 114, and safe area302 may be re-determined during the emergency should the conditions ofthe emergency situation warrant such a redetermination. Further, safearea 302 may be determined by the emergency personnel, who have theability to override the safe area 302 determination by program 108 orsystem 114.

For example, and not by way of limitation, consider a situation where awildfire emergency is being responded to. Evacuation area 300 and safearea 302 are initially determined, whether by AGTM system 114 or byemergency personnel. However, after initial evacuation, a change in theweather occurs, and the wind shifts, blowing the wildfire emergencytoward safe area 302, or a new fire breaks out, threatening the homesand shelters that have been set up in safe area 302. The program 108 ofthe present invention can determine a new safe area, or, alternatively,emergency personnel can assign a new safe area 302 to another part ofnetwork 200. A new evacuation area 300 would be assigned to network 200,and routes determined for evacuees to travel from new evacuation area300 to new safe area 302.

Further, the evacuation route planning tool 118 of the present inventionprovides emergency personnel with other data, such as the amount of timeit will take to evacuate a given evacuation area 302. The evacuationroute planning tool 118 of the present invention can be given populationdata, estimates of the number of vehicles that will be traveling on theroads during an evacuation, as well as the network 200 cost and flowdata and other factors, and an elapsed time to evacuate the area can becalculated by the evacuation route planning tool 118. Such scenarios canbe useful in planning, since simulations or data points can be gatheredprior to actual emergency events taking place, so that emergencypersonnel can determine potential problems ahead of time and takepreventative measures to correct those potential problems.

FIG. 6C illustrates routes created by using the additional processingsteps of the present invention.

As in FIG. 6B, node 308 evacuees will continue to take arcs 322, 324,326, and 316 to reach safe zone 302, and node 304 evacuees will continueto take arcs 318, 320, and 312 to reach safe zone 302. However, thepresent invention computes new routes for evacuees from nodes 306 and310. Rather than sending evacuees from node 310 along arc 328, theevacuation route planning tool 118 of the present invention takesadditional information into account, e.g., nature of the emergency,roads used by emergency response personnel, etc., to compute a MaxFlow/Min Cost solution, and routes evacuees from node 310 along arc 344rather than along arc 328. Further, evacuees from node 310 wouldcontinue toward safe zone 302 along arcs 334, 346, and 314.

Evacuees from node 306 will still travel along arc 330, but will bere-routed by the present invention to arc 348 rather than arc 332. Node306 evacuees will also be routed along arcs 338, 340, 342, and 314 toreach safe zone 302.

Further, the present invention can use additional inputs to assist inthe route determination. For example, and not by way of limitation,emergency vehicles and other automobiles are equipped with GlobalPositioning System (GPS) receivers that determine the geolocation ofthat vehicle. Such GPS data can be used to determine speed and directionof that vehicle. When that vehicle is on a road, the true, real-timeattainable speed on that road can be determined, rather than using astatic posted speed limit to determine the impedance of that road. Attimes, the speed of the vehicle will be higher than the posted speedlimit; at other times, the speed of the vehicle will be lower. This datacan be placed into the database and routes can be determined based onthe actual speeds attainable on the roadways rather than posted speedlimits. Such data will change the impedance of a given road, which willallow the evacuation route planning tool 118 of the present invention tocalculate optimal routes given real-time data. Historical data, airbornecollected data, data from GPS or other passive or active sensors canalso be used to more accurately model the roadways into network 200.

As additional information is given to the evacuation route planning tool118 of the present invention, routing for nodes 304-310 may dynamicallybe changed, whether upon initial calculation or at a later time. Forexample, and not by way of limitation, information may come in fromsensors in the roads, GPS systems, or other data points, that indicatethat arc 314 has a traveling speed of less than 5 miles per hour. Thesystem 114 would take that into account and, depending on the impedanceor speed limit capabilities of arcs 350 and 316, dynamically re-routeevacuees traveling on arc 346 and/or arc 340 to arc 350 and arc 316 toenter safe zone 302. This re-routing can occur at any time during theevacuation period to maximize the flow and minimize the cost at thatgiven time. By taking additional information into account during theevacuation, routes can be re-determined based on new or more currentinformation available to AGTM system 114.

Preventative and Predictive Use

The evacuation routes determined by the AGTM system 114 of the presentinvention can also be used to overcome infirmities of the actual roadnetwork in a given geographic location. Hypothetical situations can beentered into the AGTM system 114 and routes calculated based on thehypothetical situation. Areas of congestion, e.g., minimal flow and/ormaximum cost can be determined and improvements of those areas can beundertaken to reduce the effect of those areas on the evacuation plan.For example, and not by way of limitation, if it is determined that agiven roadway is the limiting factor between a hypothetical evacuationzone 300 and a hypothetical safe zone 302, that roadway can be expandedto include additional lanes of traffic such that it no longer presents alimitation on the evacuation process for that given evacuation zone 300.Further, if that roadway cannot be expanded in such a fashion, studiescan be undertaken to create additional roadways from the hypotheticalevacuation zone 300 to reduce the burden on any given roadway. Suchplanning tools are useful not only for emergency planning, but foroverall traffic flow from a given area, especially areas that are proneto traffic jams such as bridges, tunnels, and other geographic areasthat have limited traffic access.

The present invention can also be used to plan other municipalundertakings, such as the construction of new fire houses or evacuationshelters. Since the present invention can determine the amount of timeit takes to evacuate a given evacuation area 300 via the availableroads, if that time is unacceptable from a safety or other standpoint,the AGTM system 114 can determine a new safe zone 302 that can be usedfor that given evacuation zone 300 or emergency.

CONCLUSION

This concludes the description of the preferred embodiment of theinvention. The following describes some alternative embodiments foraccomplishing the present invention. For example, any type of computer,such as a mainframe, minicomputer, or personal computer, or computerconfiguration, such as a timesharing mainframe, local area network, orstandalone personal computer, could be used with the present invention.

The present invention describes a GIS-based system that determinesevacuation routes for specific areas requiring evacuation. Evacuationand safe areas are determined, and evacuation routes plotted, based onemergency-specific information as well as road flow and estimated timeof travel for each section of road between the evacuation area and safearea. Routes, evacuation areas, and safe areas are dynamicallycalculated and recalculated based on additional data, either real-time,historical, or other data added to the system, to compute optimalinitial routes and redirect evacuees if changes in the emergencysituation occur.

In summary, embodiments of the invention provide systems, methods, andapparatuses for managing ground transportation in a geographical area. Asystem for managing ground transportation in a geographical area inaccordance with the present invention comprises at least one airbornesurveillance platform, a graphical information systems (GIS) database,receiving information from the airborne surveillance platform, the GISdatabase storing data that represents the geographical area, the GISdatabase including at least one node representing at least onegeographical location within the geographic area and at least one arcrepresenting at least one street within the geographic area, and arouting tool, coupled to the GIS database, wherein the dynamic routingtool accepts data from the GIS database and determines a transportationroute for at least one vehicle within the geographical area using atleast the data from the GIS database and the information from theairborne surveillance platform.

The foregoing description of the preferred embodiment of the inventionhas been presented for the purposes of illustration and description. Itis not intended to be exhaustive or to limit the invention to theprecise form disclosed. Many modifications and variations are possiblein light of the above teaching. It is intended that the scope of theinvention be limited not by this detailed description, but rather by theclaims appended hereto and the equivalents thereof.

1. A system for managing ground transportation in a geographical area,comprising: at least one airborne surveillance platform; a graphicalinformation systems (GIS) database, receiving information from theairborne surveillance platform, the GIS database storing data thatrepresents the geographical area, the GIS database including at leastone node representing at least one geographical location within thegeographic area and at least one arc representing at least one streetwithin the geographic area; and a routing tool, coupled to the GISdatabase, wherein the dynamic routing tool accepts data from the GISdatabase and determines a transportation route for at least one vehiclewithin the geographical area using at least the data from the GISdatabase and the information from the airborne surveillance platform. 2.The system of claim 1, wherein the airborne surveillance platform fliesin a specified flight path.
 3. The system of claim 2, wherein thespecified flight path is altered based on a given event.
 4. The systemof claim 3, wherein the given event is one or more of: an emergencysituation, traffic conditions, or airborne surveillance platformservicing.
 5. The system of claim 2, wherein the airborne surveillanceplatform provides information to the GIS database in one or more formsselected from the group consisting: millimeter wave data, radar data,and photographic data.
 6. The system of claim 5, wherein the airbornesurveillance platform reacquires data from the geographic area on aperiodic basis.
 7. The system of claim 6, wherein the airbornesurveillance platform provides the information to the GIS database via acommunication link.
 8. The system of claim 7, wherein the airbornesurveillance platform uses target recognition data that is sent to theGIS database to align the information with the data in the GIS database.9. The system of claim 8, wherein the airborne surveillance platform isa High Altitude Long Endurance (HALE) aircraft.
 10. The system of claim2, wherein the data from the GIS database and information from theairborne surveillance platform is optimized to maximize a traffic flowalong the transportation route.
 11. An apparatus for determiningtransportation routes using a geographical information systems (GIS)database that represents a geographical area, wherein the GIS databaseincludes at least one node representing at least one geographicallocation within the geographic area and at least one arc representing atleast one street within the geographic area, comprising: at least oneairborne surveillance platform; a computer system having a memory and adata storage device coupled thereto, the computer system receivinginformation from the airborne surveillance platform; one or moreprograms, performed by the computer, for: converting the informationreceived from the airborne surveillance platform into a formatacceptable to the data storage device; and determining a transportationroute for at least one vehicle within the geographical area using theinformation from the airborne surveillance platform.
 12. The apparatusof claim 1, wherein the airborne surveillance platform flies in aspecified flight path.
 13. The apparatus of claim 12, wherein thespecified flight path is altered based on a given event.
 14. Theapparatus of claim 13, wherein the given event is one or more of: anemergency situation, traffic conditions, or airborne surveillanceplatform servicing.
 15. The apparatus of claim 12, wherein the airbornesurveillance platform provides information to the GIS database in one ormore forms selected from the group consisting: millimeter wave data,radar data, and photographic data.
 16. The apparatus of claim 15,wherein the airborne surveillance platform reacquires data from thegeographic area on a periodic basis.
 17. The apparatus of claim 16,wherein the airborne surveillance platform provides the information tothe GIS database via a communication link.
 18. The apparatus of claim17, wherein the airborne surveillance platform uses target recognitiondata that is sent to the GIS database to align the information with thedata in the GIS database.
 19. The apparatus of claim 18, wherein theairborne surveillance platform is a High Altitude Long Endurance (HALE)aircraft.
 20. The apparatus of claim 12, wherein the data from the GISdatabase and information from the airborne surveillance platform isoptimized to maximize a traffic flow along the transportation route.